Vehicle seat support structure

ABSTRACT

A seat-supporting structure particularly adapted for aircraft which provides transverse front and rear beam members for attachment to the vehicle floor; a maximum of individual open luggage storage space under the superposed seat and, at the same time, provides for individual forward and down seat movement against the slowly yielding action of a deformable front panel section which works in combination with energy-absorbing means.

United States Patent [72] Inventors Eugene R. McGregor Huntington Beach,Cali1.; Ma 1. Koji, Washington, Conn. [21] Appl. No. 799,668 {221 FiledFeb. 17, 1969 [45] Patented Sept. 7,1971 [73] Assignee Universal OilProducts Company Des Plaines, 111. Continuation-impart of applicationSer. No. 716,173, Mar. 26, 1968, now abandoned.

[54] VEHICLE SEAT SUPPORT STRUCTURE 10 Claims, 12 Drawing Figs.

[52] US. Cl 297/216, 248/429 [51] llnt.Cl ..Fl6m1l/00 [50] Field ofSearch 297/216, 232, 344, 346; 248/188.1, 440, 429, 924, 420, 399

[56] References Cited UNITED STATES PATENTS 2,1 10:151 3/1938 Hillman297/307 Primary ExaminerFrancis K. Zugel Attorneys-James R. Hoatson, Jr.and Philip T. Liggett ABSCT: A seat-supporting structure particularlyadapted for aircraft which provides transverse front and rear beammembers for attachment to the vehicle floor; a maximum of individualopen luggage storage space under the superposed seat and, at the sametime, provides for individual forward and down seat movement against theslowly yielding action of a deformable front panel section which worksin combination with energy-absorbing means.

PATENTEUSEP mm 3,603,638

SHEI 1 UP 3 I Figure 2 k i INVENTORS Eugene A. McGragar Alex 1. K0]! 4TTORNYS PATENTEUSEP H971 3.603638 SHEEI 2 [IF 3 r-\ Figure .7

N V E N TORS: Eugene H. McGragor Alex I. Koji A fro/ME Y5 PATH-319D SEP7 m1 3; 03 53 snmanra Figure 8 '77 r/ 4 I Figure 8a Fig re .90

Figure 9b lNl/E/V TORS:

Eugene R. Mcregor By: Alex I. Koji A TTO%EYS VEHICLE SEAT SUPPORTSTRUCTURE RELATED APPLICATIONS This application is acontinuation-in-part of our copending application Ser. No. 716,173 filedMar. 26, 1968, now abandoned.

The present invention relates to an improved form of seat mounting orsupporting structure for aircraft or other conveyance seats. Moreparticularly, the improved support structure has a construction whicheliminates strong, rigid front legs and incorporates energy absorbingmeans for yieldably opposing the forward movement of the seat undercrash conditions and, in addition, places the upwardly extending rearlegs and other supporting members at the side and front portions of theseat whereby there is an individual open space for the legs and luggageof a vehicle passenger being seated to the rear of the supportstructure.

There are many types and forms of seat-supporting legs and structuresfor conveyance seats, particularly in the passenger aircraft field.Although aircraft seats are customarily provided to have individual seatcushion support means and separate backs with individual adjustmentmeans, there have been lower structural support systems and legarrangements which in effect, have reduced the number of legs to aminimum. For example, two sets of front and rear legs have accommodatedthree or more side-by-side passenger seats. These arrangements haveresulted primarily from the fact that seat attachment means must be madeto fixed position front-to-rear tracks in the floor of the aircraft withthe tracks, in turn, connecting to spaced-apart beams or strutsextending across the fuselage of the plane. The present practice, withmultiple seats on a reduced number of legs, has meant that unequalloadings have been exerted on certain of the legs under deceleration orcrash conditions. For instance, one set of legs may be required tosupport or overcome the inertia of approximately two passengers, whilethe next adjacent set of legs will merely take the load of one passengeror of a part of his inertial force.

With respect to energy absorption means, it is not novel to incorporatea tensile or compressive type of energy absorber into a vehicle seat;however, again, it has been the usual practice to use a placement whichresults in unequal loadings on the two or more energy absorber means ina multiple seat arrangement and support system.

In this instance, it may be considered a principal object of theinvention to eliminate inequalities of the action of the support legsand of the energy absorber means so that there is a resulting individualseat movement under any impact or unusual deceleration conditions.

It is a further object of the invention to utilize front and rearlateral beams so that there can be seat attachment to the floor tracksof a plane in a manner separate and apart from rear supporting legpositions.

It is another object of the invention to eliminate typical front legsfor the seat support structure and utilize in lieu thereof, a deformablefront panel section which has a predetermined compressive load abilityand can be bent or crushed when there is a greater load than that forwhich it is designed to support.

it is a still further object of the invention to provide special seatsupport beam constructions at the front and side sections of the seat(i.e., in the peripheral locations) such that an individual open luggagestorage space is provided under the central portion of each seat and, atthe same time, individual leg room is provided for a passenger in afollowing row.

Briefly, the present invention relates to a vehicle seat supportstructure for superposed seat and back means so as to provide for anindividual luggage storage space under each seat, and, in addition,provide for individual seat movement with energy absorption controlmeans to oppose sudden deceleration conditions, with such supportstructure comprising in combination a rear lateral beam member and afront lateral beam member each of which is adapted to be con nected tothe vehicle floor, a fore-and aft wall section at each side of thesupport structure which connects said front and rear beam members,upwardly extending deformable front panel support means positioned aboveand from said front lateral beam section, and rear leg means at eachside of said support structure extending upwardly from said rear lateralbeam member to the rear portion of the superposed seat and back means,with yielding and deforming means provided with said deformable frontpanel section, whereby upon an impact or predetermined deceleration ofthe vehicle there will be a substantially uniform yielding opposition tothe resulting forward and downward movement of the superimposed seat andback means.

In a preferred design and arrangement, the rear lateral beam will be ofa lightweight tubular construction attached in a manner to hug the floorof the vehicle and permit luggage, as well as a passengers legs, toreadily be placed over the beam and enter the space under the seatproper. In connection with a tubular rear beam member there may bewelded lugs or fixed attachment means; however, preferably movable ringsor clamp means are provided to slip over the tube and effect easyalignment with the fixed position longitudinal tracks or otherattachment means which may extend along the vehicle floor level. Also,laterally movable clamp or holding means are preferably used under thefront lateral beam member to effect the locking of the front of the seatto the vehicle.

The front lateral beam, as well as the connecting fore-andaft membersmay be of varying types of fabrication, i.e., of tubing, sheet metalconstruction, or of extrusions, but, preferably, will be of alightweight construction for aircraft usage, such as of a hollow orstiffened sheet metal panel-type construction. Such panels shall, ofcourse, be capable of withstanding required compressive loadings or bothcompression and tension loads in the case of the fore-and-aft connectingmembers.

The support means for the front of the seat proper, above the frontlateral beam, may be bendable or hinged substantially vertical strutmembers or, normally, will be of reinforced or stiffened sheet metalpanel construction and of sufficient height so that they will serve aswalls or bulkheads for baggage retention means. However, in view of thefact that the present seat support construction is to permit a forwardand downward movement of the superposed seat and a passenger under crashor undue deceleration conditions, then the panel section should becapable of yielding and crushing or alternatively a suitable bend lineor yield zone should be provided between the top of the lower frontlateral beam and the bottom of the superposed seat supporting structureat the front end of the seating unit. For example, the front face of thelateral beam member and the front face of a superposed seat supportmeans may be contiguous and of one piece, but the upper panel sectionshould be capable of hinging in a bend line at the top edge of the frontlateral beam section. Where some stiff struts are used in the panelmeans, then the strut connections should be hinged or made yieldableabove the top of the beam at a given predetermined level. When aplurality of seats are used in side-by-side relationship, the front andrear lateral beam members will normally extend as one piece for morethan one seat width without affecting the structural and baggageretention features of the individual space aspects. However, any frontpanel sections above the front beam may be discontinuous betweenindividual seats.

in accordance with the present improved costruction and arrangement,substantially vertical rear leg means are used at each side of the seatto extend from the rear lateral beam upwardly to the lower end of theseat back and to the rear portion of the seat itself so as to providethe desired open storage space under the seat. in addition, the energyabsorption means will be positioned in the rear leg means or as sidestruts in order to have the under seat area entirely open. Forcompression-type energy absorbers, they will extend diagonaliy from thetop ends of each of the rear legs forwardly and downwardly to the topportion of the front iaterai and to the front end of each of thefore-and-aft beams. This arrangement provides for the energy absorptionstruts to be compressed during a crash condition, where the inertia of apassenger and his seat and back portion will carry in a forward anddownward direction with respect to a pivot point effective from thelower end of the rear leg means. At the same time there will be abending or hinged movement of the upper seat support means along a planesubstantially parallel with the zone of the front connection of theenergy absorption strut with the top of the front lateral beam memberand the front ends of the fore-and-aft beam. For tensile-type energyabsorbers, they will extend from the rear lateral beam diagonallyforwardly to the upper and fore portion of the seat support structureor, alternatively, be placed in the position of the rear leg members.

It is not intended to limit the present invention to the use of any onetype of energy absorber means inasmuch as there have been varioussatisfactory designs heretofore utilized and disclosed, such as inconnection with U.S. Pat. No. 3,059,966. Generally, the energy absorbingmeans will be of a telescoping tubular design where one tube will passthrough a restricting die section into, or out of, the other tube andprovide a yielding but opposing movement with respect to the attachedparts acting under crash or fast deceleration conditions. While acompression form of energy absorption strut seems preferable for thepresent seat support structure, there may be a tension form of energyabsorber as heretofore noted. As will also be noted, the front panelsection will be deformable and will, in effect, serve as an in situenergy absorbing means.

The present design and arrangement is specifically provided to furnishindividual seat and passenger movement in a forward and downwarddirection under crash conditions so that each seat and its own energymeans is serving but one passenger; however, where two or more seats areprovided in a side-by-side manner, and the lateral beam members areextended then there will, of course, be additional fore-and-aft beammembers to effect the tying together of the rear and front lateral beammembers at their extended ends and between the added plurality of seats.

Reference to the accompanying drawing and the following descriptionthereof will serve to more fully set forth the improved construction andarrangement of the present vehicle seat support structure and theadvantages obtained in connection therewith.

DESCRIPTION OF THE DRAWING FIG. 1 of the drawing is a sectionalelevational view of one embodiment of the lower seat support structuremeans.

FIG. 2 of the drawing indicates diagrammatically how a portion of thesupport structure of FIG. I will be permitted to move, or be reoriented,under crash conditions, with the superposed seat moving forwardly anddownwardly as determined by the movement of the pivoted rear leg and thebending of the front support structure at a bend line" above the lowerfront lateral beam at the Zone of the front connection of the energyabsorption struts.

FIG. 3 of the drawing shows, in a diagrammatic sectional view, onetheory of operation of the telescoping tube energy absorption strut usedin the seat support structure.

FIG. 4 of the drawing shows, in a partial isometric type view, anarrangement for effecting attachments of rear legs to a tubular formrear lateral beam member.

FIG. 5 shows, in a partial sectional view, one means of effecting trackattachment for the rear lateral beam member by the use of a slip ringand shear pin connection to a lower stud fitting in turn adapted toengage a fixed vehicle track.

FIGS. 6 and 7 indicate diagrammatically modified energy absorptionarrangement, with the absorbers being of the tensile type, but stillcapable of permitting a controlled forward and downward movement of theseat and occupant.

FIG. 8 indicates another seat support system where the front panelsection is crushably deformable, while FIG. 8a

shows diagrammatically the crushed front panel section as a result ofimpact conditions.

FIGS. 9 and Qu show still another form of seat support system, wherethere is a special energy absorption strut in lieu of the rear leg meansand a deformable front panel section capable of bending above the levelof the lateral front beam member upon the occasion of excessive vehicledeceleration.

FIG. 9b shows a modification of the arrangement of FIG. 9 by utilizing acombined hinged strut and front panel section as the front support meansin the seat support system.

Referring now specifically to FIG. 1 of the drawing there is indicated asuperposed passenger seat I with a lower seat cushion holding frame orpan 2 (both shown in dashed lines) adapted to be mounted uponseat-supporting structural means in accordance with the presentinvention. The embodiment shown utilizes a rear lateral beam member 3and a front lateral beam member 4, with each adapted to be adjacent tothe vehicle floor. The rear beam member 3 is indicated as being of atubular design with suitable eircumscribing ring members 5 and clevismeans 6 adapted to hold rear leg members 7. Preferably, only two rearlegs or struts will be utilized for each individual seat section andeach leg 7 will be positioned under or near the respective side rearportions of each seat so that there is an open space below and from therear of each seat to permit leg room and/or the stowage of luggage andpackages under the seat itself. In this instance, an upper clevislikeportion 8 is provided on each leg 7 so as to provide a pin connection toa lug or projection 9' on the underside portion of the seat pan 2. Itis, however, not intended to limit the present improved construction andarrangement to the use of pin connectors or any one type of connectingmeans for the legs and the strut members at the Zone of the beammembers.

The front lateral beam section 4 is indicated as being fabricated ofsheet metal with a front sheet or panel 10 and a back panel lll alongwith ribs or stiffener means 12, I3 and 14. The lower stiffener is of aninverted U" arrangement between sheets 10 and Ill and may be adapted tohold a slidable stud member 15 which in turn is normally designed tohave a lower flanged portion 16 to fit into a slotted floor track, suchas is commonly used with passenger airplanes. The front beam member 4and the rear lateral beam member 3 are indicated as being substantiallyrigidly connected with fore and aft beam members 17. Beam members 17 areplaced along each side of the unitary structure such that there areresulting side panels or walls to define an open luggage storage spacebelow the central portion of the seat proper. Various fabrications maybe used, but in this embodiment each of the fore-and-aft beams 17 areindicated as being of stiffened sheet metal construction (as bettershown in FIG. 4) so as to provide lightweight characteristics along withsuitable stiffness and strength to insure the proper spacing andconnecting of the rear and front beam members under normal loading aswell as impact stress conditions.

Positioned above and coextensive with the upper portion of beam member 4is shown a vertical seat support panel section 18, which serves to carrythe load of the front edge of seat pan 2 and the seat 1. The supportmember l8 may be fabricated to be a vertical extension of front panel 10with sufficient ribs or stiffener means so as to adequately carry theload exerted upon the front edge portion of the superposed seat and itsoccupant. However, in accordance with a preferred construction of thepresent invention, there may be minimal ribbing or vertical stiffeningjust above the plane of the top of the lower front lateral beam member 4such that in the event of a crash or any unduly rapid decelerationcondition, where energy absorption of the seat and occupant is required,then there is permissible bending of the lower portion of support memberl8 along its lower horizontal edge, as better shown as the bend line 23in FIG. 2 of the drawing. Alternatively, where openness is desired,there may be merely spaced vertical struts extending upwardly from thetop of beam a.

As a particular feature of the present improved seat supportingarrangement, there is utilized a pair of energy absorption struts 19,one strut being positioned along each side portion of the seatsupporting unit. In this instance, an upper end of a yieldable strutsection 19 has a pin connection with the seat lug 9', while the lowerend portion of strut 19 has a pin connection 21 with beamjuncture-connecting means 22. The latter is located at the top edgeportion of lateral beam section 4 and the upper and fore portion of thefore and aft beam 17. This arrangement permits each individual seat andoccupant to have a forward and downward movement under a predeterminedimpact load condition which will in turn cause a compressive action oneach of the diagonal energy absorbing struts 19. In this connection,reference is made specifically to FIG. 2 of the drawing where there isindicated the location of the superposed seat portions 1 and 2 inforward and lowered positions with respect to a bend zone 23. Ashereinbefore noted, the bending will be effected at the lower portion ofthe vertical support section 18 or at the zone of the pin 21 usedbetween strut 19 and the top edge of front beam member 4. At the sametime, there is indicated the movement of rear leg member 7 along the areA from the initial position 7 with the pivot point being from the lowerpin means 24 provided between clevis means 6 and the lower end portionsof legs 7.

In connection with FIG. 2, it will also be noted that there has been acompression of the energy absorbing strut members 19, with a telescopingtube portion of each unit being permitted to push into an accompanyingtubular section through suitable restricting die means such as may belocated within a ferrule section 25. As previously set forth, it is notintended to limit the invention to any one type of energy absorbingmeans, such means may be compressible as shown or tensile in a modifiedbracing scheme. However, the present seat support structure requiresthat the units be of a telescoping nature and provide an action so as toslowly and yieldably oppose the forward and downward movement of thesuperposed seat and back structures along with the seat occupant.

In FIG. 3 of the drawing, there is indicated diagrammatically asimplified embodiment of the action of one type of telescoping tubeenergy absorbing unit, where a ferrule sec tion with an internal diesection 26 will serve to restrict and slow down the inward movement of atube, such as 19' into a somewhat larger tube 19". In other words, thesame principal may be utilized in connection with the present energyabsorber unit as is set forth in the above-noted U.S. Letters Pat. No.3.059966. The same extrusion principal is used in a reverse actiontension arrangement where one telescoping tube is drawn through a diemember, such as set forth in US. Pat. No. 2,959,207. In any case, theenergy absorption feature as used in compression in the lower supportstructure and in the present diagonal manner is of particular advantageto reduce the rate of movement of the seat occupant and lessen hischances of injury. Still further, the use of a pair of improved energyabsorbing units which are constructed to preclude a reverse movement,after being compressed, will serve to eliminate a whiplash on theoccupant after the initial crash or rapid deceleration effect.

In FIG. 4 of the drawing, there is indicated the utilization ofcircumscribing connector means 6 for rear beam 3 at the zone of the rearlegs 7 as well as for the connection of foreand-aft members 17 to suchbeam 3. In other words, the clevis portion 6 for legs 7 may be part of aring section 6' adapted to be a slide fit over the tube 3. Also, wheremore than one seat is desired in a side-to-side arrangement then specialring sections 6" (see FIG. 4) may be utilized to have a pair of clevissections so as to in turn accommodate a next adjacent rear leg 7 for anext adjacent individual seat. Thus, there is provided the desiredunblocked open space beneath each of the superposed seat units. The useof the lower tube 3 of course provides rigidity and beam strength with asmooth form of lateral beam section which will not cause injury to anoccupant or to packages or luggage which may slide over the member innormal day to day usage. Actually, the low tubular form beam can serveas a foot rest for a passenger to the rear and as a retention for theshifting of underseat baggage during a takeoff and climb condition foran airplane.

Various methods may be utilized to connect the fore-andaft members 17 tothe rear lateral beam member 3; however, one arrangement, as indicated,provides that pin means 27 can effect a removable-type connectionbetween the rear end portion of a fore-and-aft beam member 17 and aprojecting lug or stud section 28 from ring section 6'. In a similarmanner at the opposing side of the seat a fore-and-aft member 17 mayconnect by means of pin 29 through a lug 30 from ring section 6". It isof course not intended to limit the present construction to any one typeof connector means between or for beam members inasmuch as theconnections may make use of pins or bolts and related removable means oruse rivets, welding or other fixed types of connections.

As noted hereinbefore and particularly with respect to aircraft seating,where there is generally attachment to spaced floor track means, thenrear beam member 3 may have at least one slidable circumscribing ringsection 31 (such as shown in both FIGS. 4 and 5) to effect the desiredalignment and attachment with a lower channel-type track 32 in theaircraft floor. Various means may, of course, be utilized to effect thedirect attachment to the track; however, as best shown diagrammaticallyin FIG. 5, there may be a lower projecting pin member 33 from the lowerportion of each ring 31 and a separate but connectable stud-fittingsection 34 which has a hole or slide fit opening 35 to receive pin 33and permit a lateral pin connection through the respective hold means 36and 37. The pin 33 will be sized to fit down into a hole in the topportion of track means 32 and preclude fore-and-aft movement of studfitting 34. Stud projections 38 below the fitting 34 will be sized toalso fit through spaced holes in the top of track channel 32 and thenslide along in the track to a halfway point and serve to engage and bearagainst nodes (between holes) along the upper flange portion of thetrack 32 so as to result in a locking of the seat to the floor. The pin33 is shown in dashed line position 39 when in the locking position.

Although not shown in detail in the drawing, the stud-fitting elements15 and 16 for the front lateral beam 4, as indicated in FIG. 1, may beof a design similar to that shown with stud portions 38 in FIG. 5 so asto result in the desired locking of the front end of seat supportstructure to the track 32. in the aircraft floor. Of course, where thepresent type of seating arrangement is to be utilized with traincoaches, buses, or other land-type passenger conveyances which do notuse the floor track arrangement, then conventional floor boltingarrangements may be connected to the rear and front lateral beam membersto accomplish the tight attachment of each seat.

In FIG. 6 of the drawing, there is indicated a seat 1' with a slightlymodified seat support, in that the energy absorber units 40 are placedto operate in tension instead of in compression. In other words, units Mextend from the rear lateral beam 3 forwardly and upwardly to a pivotpoint 41 at the top of a front seat support means 13', however, thisarrangement still permits the restrained forward and downward movementfor the seat and the occupant under crash conditions. As best shown inFIG. '7, it will be noted that the bend line will still take place atthe top of the front lateral beam 4' by reason of the latter beingstiffened and held by the top fore portions of fore and aft beam members17.

Referring now to FIG. 8 of the drawing, there is indicated still anothermodified seat support system in that the front panel section 18" willserve as the primary energy absorbing member. In other words, upon theoccasion of rapid vehicle deceleration or vehicle impact, there wiil bea forward and downward effect of the occupant with the superposed seat 1and a resulting deformation and crushing of the panel section 18" asshown in FIG. 3a. The front panel section will thus necessarily bedesigned to adequately support the front por' tion of the superposedseat I" and an occupant under normal loadings but will be capable ofdeforming under a predetermined Ioading level equivalent to perhaps 6 Usor more. It is not intended to limit the side framing and rear supportlegs to any one special design in the present system; however, asindicated, there will be side paneling 42 extending upwardly from abovethe floor Ievei and the fcre-and-aft beam sections 17" so as to providean encased luggage-storing area, as well as a leg zone for an occupantto the rear of the seat. There will also be rear leg means 7" anddiagonal stiffener means 53 in combination with the side panels 42.Where desired, still further paneling may be provided in the upperportion of the side zones at 44 but in most instances, there will be aminimum of stiffening so as to insure that there may be folding andcrushing of such section along with the bending and crushing of thefront panel section l8 at a predetermined impact level for the seat andoccupant in the vehicle. As with the other embodiments, there will be atransverse rear beam member 3 with fittings 6 providing a connection tothe leg members 7" as well as a front lateral beam member 4" which willhave means to laterally accommodate track adjustment members into trackmeans 32. In the present embodiment, it may be noted that an extrudedmember 45 is used in combination with a lower portion of the lower beammember in 4" and is adapted to accommodate the varying position studfitting elements or attachment means 15.

With regard to FIGS. 9 and 9a, there is indicated still anotherseat-supporting system which is somewhat similar to that of FIGS. 1 and2. However, in this latter modification it will be noted that energyabsorber means 46 are to be used in lieu of the rear leg members 7 andwill provide a controlled energy absorbing means upon the occasion of avehicle impact or rapid deceleration. The overall supporting systemshows a transverse rear beam member 3 with tube fitting members 6 toattach to the lower portion of the energy absorbers 46, while a frontlateral beam member 4", and fore and aft beam members 17 effect theconnection of the rear and front lateral beam sections. In additionthere is shown a deformable or bendable upper front panel section 18"above the lateral front beam section 4" which will extend to theunderside of the seat 1". Additional struts are shown as 47 and 48, withthe former extending from the upper portion of the front lateral beamsection to the bracket 49 which is in turn at the top level of theenergy absorbing means 46. In this arrange ment, upon vehicle impactconditions, there will normally be a bending of the lower portion of thefront panel section 18" at the level above the lower front beam memberand the controlled expansion of the elongatable energy absorbing unit46, whereby the rear portion of the seat 1 will be permitted to raiseand, in effect, pivot about the front bend line as shown in FIG. 9a ofthe drawing.

In FIG. 9!; there is indicated a variation of the arrangement of FIG. 9in that in the entire deformation or hinging in the front seat supportsection is accomplished by the hinging of spaced-apart struts 50 attheir zones of connection 511 with lateral front beam members 4". Inthis embodiment, there is also indicated the use of tubular stiffenersor bracing for the members 4l7 and 48' in the lower seat support system.Thus it should be noted that the term deformable," as used in thepresent application as applied to the front seat support section of thesupport system, will encompass means to effect bending or hinging, aswell as a folding or crushing, when such section is to be subjected togiving way under impact-type loadings on the seat and occupant.

It is also to be reiterated that the various individual lock or pinmeans, the configuration of struts and beams, types of materials, etc.,as described and indicated in the accompanying drawings are merelydiagrammatic of one embodiment and that various other designs may beused to effect the desired requirements and strength for the lower seatsupport structure. However, in all cases the members shall be designedto withstand impact-type stresses except, of course, in the case of thebend line zone between the lower front lateral beam member 4 and theupper support means 13. The yield of the energy absorption units 19, 40and 46 may also be varied, but generally will be in a design range ofproviding 9 to 12 Gs for an occupied seat.

We claim as our invention:

1. A vehicle seat support structure for superposed seat and back meansproviding for an individual luggage storage space thereunder andindividual seat movement with energy absorption control under suddendeceleration conditions, with such support structure comprising incombination, a rear lateral beam member and a front lateral beam membereach of which is adapted to be connected to the vehicle floor, afore-and-aft beam section at each side of the support structure whichconnects said front and rear beam members, said front lateral beammember having a vertical height sufficient to serve as a bulkhead forbaggage retention means and cooperating with the beam sections at eachside to define an open luggage storage space below the central portionof the seat, a rear supporting leg at each side of said supportstructure extending upwardly from said rear lateral beam member to therear portion of the superposed seat and back means, and an upwardly extending deformable front support panel positioned above said frontlateral beam member to effect support for the front portion of thesuperposed seat, with said deformable front panel having limitedvertical stiffening therein to thereby permit bending thereof and tooperate in combination with at least one other portion of the seatsupport structure a controlled energy absorption system upon the impactof predetermined deceleration of the vehicle.

2. The vehicle seat support structure of claim 1 further characterizedin that said rear lateral beam member is of a tubular configurationhaving a substantially smooth exterior surface and slidable ringlikemembers are utilized over such beam member to effect proper positioningand connector means for the rear legs and for the fore-and-aft beamsections.

3. The vehicle seat support structure of claim ll further characterizedin that said front lateral beam member and said fore-and-aft beamsections are of a stiffened sheet metal panel construction so as toprovide strong, lightweight construction.

4. The vehicle seat support structure of claim 1 further characterizedin that each rear supporting leg includes a yieldable form energyabsorbing means whereby to work in combination with a bending of saidfront support panel to yieldably oppose impact and deceleration loadingconditions.

5. The vehicle seat support structure of claim l further characterizedin that a substantially unstiffened bend zone is provided along theplane of the juncture between the top of the front lateral beam memberand the lower portion of the front support panel so as to permit ahinge-type bend line along such juncture under impact conditions.

6. The vehicle seat support of claim 4 still further characterized inthat the front seat support panel extends downwardly to be in partcoextensive with said front lateral beam.

7. The vehicle seat support of claim Ll still further characterized inthat the front support panel is crushably deformable to a collapsed,nonreturnable position and will provide in situ energy absorption.

8. The vehicle seat support structure of claim l further characterizedin that slidable and removable seat attachment means are provided asextending downwardly from said front and rear lateral beam memberswhereby there may be a variable transverse position seat attachment tofixed position track means in the floor of a vehicle.

9. A vehicle seat support structure for superposed seat and back meansproviding for an individual luggage storage space thereunder andindividual seat movement with energy absorption control under suddendeceleration conditions, with such support structure comprising incombination, a rear lateral beam member and a front lateral beam membereach of which is adapted to be connected to the vehicle floor, a foreand aft beam section at each side of the support structure which connects said front and rear beam members, a rear supporting leg at eachside of said support structure extending upwardly from said rear lateralbeam member to the rear portion of the superposed seat and back means,and an upwardly extending deformable front support section positionedabove said front lateral beam section to effect support for the frontportion of the superposed seat, with said deformable front sectionhaving limited vertical stiffening therein to thereby permit bendingsystem upon the impact of predetermined deceleration of the vehicle.

10. The vehicle seat support structure of claim 9 further characterizedin that the energy-absorbing means are of the compressible type and eachone extends from the top end of the rear leg to an upper edge portion ofsaid front lateral beam member.

1. A vehicle seat support structure for superposed seat and back meansproviding for an individual luggage storage space thereunder andindividual seat movement with energy absorption control under suddendeceleration conditions, with such support structure comprising incombination, a rear lateral beam member and a front lateral beam membereach of which is adapted to be connected to the vehicle floor, afore-and-aft beam section at each side of the support structure whichconnects said front and rear beam members, said front lateral beammember having a vertical height sufficient to serve as a bulkhead forbaggage retention means and cooperating with the beam sections at eachside to define an open luggage storage space below the central portionof the seat, a rear supporting leg at each side of said supportstructure extending upwardly from said rear lateral beam member to therear portion of the superposed seat and back means, and an upwardlyextending deformable front support panel positioned above said frontlateral beam member to effect support for the front portion of thesuperposed seat, with said deformable front panel having limitedvertical stiffening therein to thereby permit bending thereof and tooperate in combination with at least one other portion of the seatsupport structure a controlled energy absorption system upon the impactof predetermined deceleration of the vehicle.
 2. The vehicle seatsupport structure of claim 1 further characterized in that said rearlateral beam member is of a tubular configuration having a substantiallysmooth exterior surface and slidable ringlike members are utilized oversuch beam member to effect proper positioning and connector means forthe rear legs and for the fore-and-aft beam sections.
 3. The vehicleseat support structure of claim 1 further characterized in that saidfront lateral beam member and said fore-and-aft beam sections are of astiffened sheet metal panel construction so as to provide strong,lightweight construction.
 4. The vehicle seat support structure of claim1 further characterized in that each rear supporting leg includes ayieldable form energy absorbing means whereby to work in combinationwith a bending of said front support panel to yieldably oppose impactand deceleration loading conditions.
 5. The vehicle seat supportstructure of claim 1 further characterized in that a substantiallyunstiffened bend zone is provided along the plane of the juncturebetween the top of the front lateral beam member and the lower portionof the front support panel so as to permit a hinge-type bend line alongsuch juncture under impact conditions.
 6. The vehicle seat support ofclaim 4 still further characterized in that the front seat support panelextends downwardly to be in part coextensive with said front lateralbeam.
 7. The vehicle seat support of claim 4 still further characterizedin that the front support panel is crushably deformable to a collapsed,nonreturnable position and will provide in situ energy absorption. 8.The vehicle seat support structure of claim 1 further characterized inthat slidable and removable seat attachment means are provided asextending downwardly from said front and rear lateral beam memberswhereby there may be a variable transverse position seat attachment tofixed position track means in the floor of a vehicle.
 9. A vehicle seatsupport structure for superposed seat and back means providing for anindividual luggage storage space thereunder and individual seat movementwith energy absorption control under sudden deceleration conditions,with such support structure comprising in combination, a rear lateralbeam member and a front lateral beam member each of which is adapted tobe connected to the vehicle floor, a fore and aft beam section at eachside of the support structure which connects said front and rear beammembers, a rear supporting leg at each side of said support structureextending upwardly from said rear lateral beam member to the rearportion of the superposed seat and back means, and an upwardly extendingdeformable front support section positioned above said front lateralbeam section to effect support for the front portion of the superposedseat, with said deformable front section having limited verticalstiffening therein to thereby permit bending thereof, an energyabsorption means on each side of said structure comprising anexpansible-type telescoping tube arrangement wherein one tube passesthrough fixed position restricting means and causes such tube to beextruded gradually, each oF said energy absorption means extending fromsaid rear lateral beam member upwardly and diagonally forwardly to theupper end portion of the front seat support means, thereby to provide acontrolled energy absorption system upon the impact of predetermineddeceleration of the vehicle.
 10. The vehicle seat support structure ofclaim 9 further characterized in that the energy-absorbing means are ofthe compressible type and each one extends from the top end of the rearleg to an upper edge portion of said front lateral beam member.